"noel.wade" wrote:
Dan -

The statistics show over and over that glider-to-glider collisions are
more of a threat than glider-to-GA/Miliatry. FLARM isn't intended to be a
perfect solution; it's intended to provide a very reliable, medium-cost,
low-power solution for the biggest collision threat: other maneuvering gliders.

Mode C and even Mode S systems are not well-suited for combating
glider-on-glider carnage when the craft are in close proximity and maneuvering.

There simply is no perfect solution; but I for one will take the single
solution that reasonably covers the broadest range of targets and
situations - and right now that's a PowerFLARM.

--Noel

Hopefully that decision gets made by each pilot for the conditions they fly
in. And it's not necessarily a choice between a transponder or PowerFLARM.
And the decision should not always come down to PowerFLARM being the first
choice for all pilots. And having both provides very broad technology
assistance. And if in busy airspace areas establishing local procedures,
radio contact with ATC etc. with or without a transponder may be
appropriate.

Around busy airspace with lots of airliners and fast jet traffic the
PowerFLARM is just not going to be of much use. Except maybe highlighting
how much airline etc. traffic is around to be worried about as you see them
via 1090ES (around 1/3rd of airliners are currently 1090ES Out? I am not
sure).

Worrisome areas include those with lots of fast aircraft, all of who are
are in touch with ATC and everybody expects TCAS to just work because
'everybody else has a transponder'. The consequence of being the invisible
glider without a transponder that gets run into by an airliner is not going
to be pretty, so hopefully there is a local flying situation risk x
consequence part of any decision of what to equip with.

But yes clearly for glider-glider collision risks PowerFLARM is by far the
best choice. PCAS in PowerFLARM gives you useful help around GA traffic,
but for the big/fast conflicts you want to be seen by ATC and the TCAS
aboard those aircraft. Which means you need a transponder. ADS-B remains
largely a complex mess/futureware.

Darryl